Automatic fuel-control device



Aug. 22, 1939.

0. D. STEWART 2,170,256

AUTOMATI C FUEL-CONTROL DEVICE Filed July 31, 1937 INVENTOR CARLTON DBTEWAHT ATTORNEY Patented Aug. 22, 1939 UNITED STATES AUTOMATIC FUEL-CONTROL DEVICE Oarlton D. Stewart, Swissvale, Pa., assignor to The Westinghouse Air Brake Company, Wilmerding, Pa., a corporation of Pennsylvania Application July 31, 1937, Serial No. 156,713

12 Claims.

This invention relates to a fuel control system and particularly to means for regulating the supply of fluid fuel to the furnace of a locomotive boiler.

As usually constructed, locomotive boilers are provided with fire boxes in which the combustion of the fuel takes place. The fire box is usually arranged at the rear of the boiler and its upper wall is known as the crown sheet. The lower face of the crown sheet is exposed to the fire in the fire box, while the water in the boiler is normally maintained at such a level that the crown sheet is covered to thereby prevent over-heating of the crown sheet and resultant injury thereto.

Because of the high operating speeds now employed, very effective braking is required and results in high rates of deceleration of the train and of the loco-motive. On a reduction in the speed of a locomotive, the force of inertia acting on the water in the locomotive boiler causes the water to move relative to the boiler from the rear of the boiler to the front.

It has been found that the high rates of deceleration employed at the present time may cause so great a movement of the water in the boiler from the rear to the front as to leave crown sheet bare. If this condition occurs, and if the furnace is being fired heavily at this time, the crown sheet may be overheated and seriously damaged.

It is an object of this invention to provide meansassociated with the brake equipment of a locomotive and automatically operable in response to a brake application of a degree somewhat less than that sufficient to produce a rate of retardation of the locomotive which will cause the crown sheet to be uncovered to restrict the rate of supply of fuel to the furnace of the locomotive boiler to prevent overheating of the crown sheet and resultant injury thereto.

A further object of this invention is to provide means automatically operable on a predetermined relatively heavy application of the brakes or on an emergency application of the brakes on the locomotive to restrict the rate of supply of fuel to the furnace of the boiler of the locomotive to prevent overheating of the crown sheet. 7

Another object of the invention is to provide improved means of the type described which can be readily incorporated in the brake equipments provided for locomotives employed in high speed service.

A further object of the invention is to provide means of the type described which can be easily incorporated in the fuel supply systems employed of novelty will be apparent from the following description taken in connection with the accompanying drawing in which,

Fig. 1 is a diagrammatic view, partly in section, of the brake equipment for a locomotive provided with the fuel control system embodying my invention, and

Fig. 2 is a fragmentary View showing a modified form of construction embodying my invention.

The fuel control system provided by this invention is shown in connection with a brake equipment of the type employed on locomotives which are operated in high speed train service. The brake equipment shown in Fig. 1 of the drawi is similar to that shown and. claimed in application Serial No. 741,063 of Ellis E. Hewitt, filed August 23, 1934, and assigned to the same assignee as this application. Only such portions of the brake equipment are shown and described in this application, and only the portions of the operation of the brake equipment are described in this application, as are essential to the understanding of this invention.

Referring to Fig. 1 of the drawing, the brake equipment includes an engineers brake valve I, a main reservoir 2, a feed valve device 4, a supp-1y pipe 5, a control pipe 6, a brake pipe 8, a pneumatic switch device I0, a magnet valve device I2, an emergency valve device I4, a service valve device I5, a relay valve device I6, an auxiliary reservoir II, an emergency reservoir I8, a double check valve I9, and a brake cylinder 2|].

The emergency valve device l4 comprises a body having a bore therein in which is mounted a piston 25 having at one face thereof a chamber 26, which is constantly connected by way of a branch pipe and passage 27 with the brake pipe 8. The piston 25 has at the other face thereof a valve chamber 30 which is constantly connected by way of a passage 3I with a pressure chamber 32. A main slide valve 34 is mounted in the valve chamber 30 and is movable upon a seat formed on the body of the valve device, while an auxiliary slide valve 35 having movement relative to the main slide valve 34 is also mounted in the valve chamber. The main slide valve 34 and the auxiliary slide valve 35 are operated by means of the piston 25 through the medium of a stem 36 formed integral with the piston.

The emergency valve device I I has associated therewith a movable abutment in the form of a diaphragm 38 which is subject on one face to the pressure of the fluid in the chamber 39 which is constantly connected by way of a passage and pipe 40 with the emergency reservoir I 8. The other face of the diaphragm 38 is engaged by an end of a stem 42 which extends between the diaphragm 38 and the main slide valve 34 and serves to: maintain the slide valve 34 in engagement with its seat. A spring 43 is mounted in the chamber 39, and operates through the diaphragm 38 and the stem 42 to press the slide valve 35 against its seat.

The emergency valve device I4 has associated therewith a vent valve device comprising a piston 45 mounted in a bore in the body of the emergency valve device, and having at one face thereof a chamber 46 which is constantly connected by way of a passage 48 with a port in the seat of the main slide valve 85. The bore in which the piston 45 is mounted has a groove 56 cut therein, which in one position of the piston 45 extends around the piston to permit fluid under pressure to flow from the chamber 46 to an atmospheric exhaust passage 52, while the piston 65 has a restricted passage 53 extending therethrough through which fluid under pressure may flow at a restricted rate from the chamber 46 to the atmospheric passage 52.

A gasket 55 is mounted at an end of the bore in which the piston 45 is mounted, while this gasket has an annular seat rib formed thereon which at certain times is engaged by a face of the piston 45 to prevent flow of fluid under pressure around the periphery of the piston and thence to the atmospheric passage 52.

The piston 55 has formed integral therewith a stem 56 on which is secured a vent valve 58, which is mounted in a chamber 59 which is constantly connected by way of a'passage 66 with the chamber 26, and thereby through the branch pipe 21 with the brake pipe 8. The vent valve 58 is yieldingly pressed by means of a spring 62 into engagement with the seat rib 63 surrounding a passage open to the atmospheric passage 52.

The relay valve device I6 comprises a body having a bore therein in which is mounted a piston 65 having at one face a chamber 66, which is constantly connected by means of a passage and pipe 58 with the brake cylinder 26. The piston 65 has at the other face thereof a chamber 69, which is constantly connected by way of the pipe III with a passage in the double check valve device I9.

The relay valve device I6 has associated therewith the supply valve device indicated generally by the reference numeral I2, and mounted in a chamber It to which is connected a branch of the supply pipe 5 leading from the feed valve device 4.

The supply valve device I2 comprises a valve piston I6 slidable in a bore in the body of the relay valve device I6 and subject on one face to the pressure of the fluid in the chamber I4, and subject on the other face to the pressure of the fluid in a chamber 'I'I which is connected through a choke I8 with the chamber I4. The valve piston 76 is yieldingly urged by means of a spring I9 into engagement with a seat surrounding a passage open to the chamber 66.

The valve piston 16 has a bore extending therethrough in which is mounted a valve BI having a seating face thereon adapted to engage a seat surrounding the bore through the piston 16. A coil spring 82 is mounted in the chamber TI and yieldingly presses the valve 8| to the seated position, while the stem of the valve 8I projects from the face of the valve piston I6 and is adapted to be engaged by a plunger 84 mounted in a bore in the body of the relay valve device I6.

The relay valve device I6 has associated therewith release valve means indicated generally by the reference numeral 86 and comprising a valve member 88 mounted in a bore in the body of the relay valve device I6. The valve member 88 has at one end a head 89 which is subject on one face to the pressure of the fluid in a chamber 90, While the valve member 88 has at its other end a head 92 which is subject to the pressure of the fluid in the chamber 66. The head 92 has a seating face thereon adapted to engage a seat 93 surrounding the bore in which the valve member is mounted. The chamber 95 intermediate the heads 89 and 92 is constantly open to the atmosphere through a passage 96, while the head 89 has a restricted. passage 9'! extending therethrough through which fluid under pressure may flow at a restricted rate from the chamber 96 to the chamber 95, and thence to the atmosphere.

The valve member 88 has a bore extending therethrough, while the stem of a valve I is loosely mounted in this bore. The valve I68 has at one end of its stem a head having a seating face thereon adapted at certain times to engage a seat formed on the valve member 88 surrounding the bore in which the stem of the valve I08 is mounted, while the other end of the valve stem has nuts I62 secured thereon to limit movement of the valve I89 to the left, as viewed in the drawing, relative to valve member 88. The face of the valve member 88 has grooves therein through which fluid under pressure supplied to the bore in the valve member 88 may flow to the chamber 99 when the nuts I82 engage the face of the head 89.

The valve I68 has secured thereto a plunger I64, which is reciprocable in a bore in the body of the relay valve device I6, while a coil spring I 66 extends between a spring seat I08 and the end of the plunger I94 and yieldingly urges the plunger to the right, as viewed in the drawing. The plunger I64 has an opening formed therein into which extends a rounded end of a floating lever I I8 which is pivotally supported intermediate its ends by a pin II2 on the stem of the 5 piston 65.

The other end of the lever I I6 extends between the plunger 84 associated with the supply valve means I2, and an adjustable stop screw I I4.

The double check valve device I9 comprises a body having a passage therein to which is connected an end of the pipe I8 leading from the chamber 68 of the relay valve device I6, while this body has a bore therein in which is mounted a valve element I26 having on one end an annular seat rib adapted to engage a sealing gasket surrounding a passage to which is connected a branch of the control pipe 6. The valve element. I26 has on its other end a similar annular seat ribadapted to engage a sealing gasket surrounding a passage to which is connected the end of a branched pipe I22, one branch of which is connected to a port in the seat of the main slide:

Valve 34 of the emergency valve device I4, while:

the other branch of the pipe I22 is connected by way of a passage in the body of the service valve device I5 to a port in the seat of the main slide valve of this valve device.

The engineers brake valve I may be of any suitable well known construction, and controls the supply and release of fluid under pressure to and from the brake pipe 8, and also to and from a pipe 6a leading to the pneumatic switch device Ill.

The construction of the pneumatic switch device III is shown and described in detail in the above identified application of Ellis E. Hewitt. The switch device In comprises a movable abut-- ment in the form of a diaphragm, not shown, subject to the opposing pressures of the fluid in the control pipe 6 and of the fluid in the pipe to. This abutment has associated therewith movable contacts, not shown, which are connected by way of wires I25 with one terminal of a suitable source of electric current, such as a battery I26, the other terminal of which is connected to ground. The diaphragm of the pneumatic switch device It is adapted to move one of the movable contacts into engagement with a stationary contact which is connected by way of a wire I28 with the winding, not shown, of the release portion I30 of the magnet valve device I2, while a branch of the wire I26 extends to the rear of the locomotive and is connected by suitable means, not shown, to the circuit on the cars of the train hauled by the locomotive to energize the windings of the release portions of the magnet valve devices carried by these cars.

The diaphragm of the pneumatic switch device In is also adapted at certain times to move the other of the movable contacts into engagement with a stationary contact which is connected by way of a wire I32 with the winding, not shown, of the application portion I34 of the magnet valve device I2, while a branch of the wire I32 extends to the rear of the locomotive and is adapted to be connected to a corresponding circuit on the cars on the train hauled by the locomotive to energize the windings of the application portions of the magnet valve devices carried by these cars.

The service valve device I5 may be of any suitable well known construction and comprises a body having a bore therein in which is mounted a piston, not shown, which is subject on one face to the pressure of the fluid in a chamber which is connected by way of the branch pipe 21 with the brake pipe 8. The piston of the service valve device I5 is subject on the other face to the pressure of the fluid in a valve chamber which is constantly connected by way of a pipe I36 with the auxiliary reservoir II, while a branch of the pipe I36 leads to a passage in the magnet valve device I2.

, The valve chamber of the service valve device I5 has slide valves, not shown, mounted therein which are operated by means of the piston to control the supply of fluid under pressure to a branch of the pipe 40 leading to the emergency reservoir I8, and to also control the supply and release of fluid under pressure to and from a branch of the pipe I22 leading to the double check valve device I9.

In initially charging the system, the handle of the engineers brake valve I is turned to the release position in which the pipe 6a is connected to the atmosphere, and in which fluid under pressure at the pressure supplied by the feed valve device 4 is supplied to the brake pipe 8 and charges it with fluid at the pressure supplied by the feed valve device. In addition, fluid under pressure supplied by the feed valve device 4 flows to the supply pipe 5, and thence to the chamber 14 of the relay valve device I6, but as the valve piston I6 is held in the seated position by the spring I9 at this time, fluid under pressure cannot flow from the chamber I4 to the chamber 66.

Fluid under pressure supplied to the brake pipe 8 flows through the brake pipe to the connected cars and charges the brake pipe and the associated equipment on these cars with fluid under pressure, while fluid under pressure flows from the brake pipe 8 by way of the branch pipe 2'! to the chamber 26 at the face of the piston 25 of the emergency valve device I4, and on an increase in the pressure of the fluid in the chamher 26, the piston 25 is moved to the release position in which it is shown in Fig. 1 of the drawing, if it is not already in this position. In this position of the piston 25, communication is opened between the chamber 26 and the passage 3I through a restricted passage I38 so that fluid under pressure flows through the passage I38 to the passage 3|, through which it flows in one direction to the pressure chamber 32 and in the other direction to the valve chamber 30 to charge these chambers with fluid at the pressure supplied to the brake pipe 8 by the feed valve device 4.

Fluid under pressure supplied to the branch pipe 2'! also flows tochamber at the face of the piston of the service valve device I5, and moves the piston of this valve device to its release position, if it is not already in this position, in which communication is opened through feed grooves extending around the piston with the result that fluid under pressure may flow from the branch pipe 21 to the valve chamber of the service valve device I5, and thence by way of the pipe I36 to the auxiliary reservoir I! to charge this reservoir with fluid at the pressure supplied to the brake pipe 8.

In addition, in the release position of the piston of the service valve device I5, the slide valves controlled thereby are moved to a position in which fluid under pressure is permitted to flow at a restricted rate from the valve chamber of the valve device to the pipe 40 leading to the emergency reservoir I8, and charges this reservoir with fluid at the pressure supplied from the brake pipe 8. Fluid under pressure supplied to the pipe 40 also flows to the passage 40 in the body of the emergency valve device I4, and thence to the chamber 39, and on an increase in the pressure of the fluid in this chamber force is exerted through the diaphragm 38 and the stem 42 to press the slide valve 34 against its seat.

At this time as the pipe 6a is connected to the atmosphere, the diaphragm of the pneumatic switch device I0 is biased by means associated therewith to a position in which one of the movable contacts associated with the diaphragm engages the stationary contact to which is connected the wire I28 leading to the winding of the release portion I33 of the magnet valve device I2, while at this time current is not supplied to the winding of the application portion I34 of the magnet valve device I2.

When the winding of the release portion I30 of the magnet valve device I2 is energized, the valve of this portion is held in the open position in which the control pipe 6 is connected to the atmosphere. When the winding of the application portion I34 of the magnet valve device I2 is deenergized, the valve of this portion is biased by means associated therewith to the closed position to: prevent the supply of fluid under pressure from the pipe I36 and the auxiliary reservoir IT to the control pipe 6. Accordingly, the magnet valve device I2 does not supply fluid under pressure to the control pipe 6, and connects this pipeto the atmosphere.

In order to effect a straight air service application of the brakes, the handle of the engineers brake valve I is turned from the release position to a point in the straight air service application zone in which fluid under pressure is supplied to the pipe 6d at a pressure which varies in accordance with the position in the straight air service application zone to which the handle is moved. When the handle of the brake valve is in the straight air service application zone, the supply 75 of fluid under pressure to the brake pipe 8 is: maintained.

On the supply of fluid under pressure to the pipe do there is an increase in the pressure of the fluid at one face of the diaphragm of the pneumatic switch device ill, and this diaphragm is moved to a position to interrupt the supply of current to the winding of the release portion I of the magnet valve device I2, and to cause one I of the movable contacts associated therewith to establish a circuit from the battery I26 to the wire I32 leading to the winding of the application portion I34 or the magnet valve device I2.

Upon energization of the winding of the application portion i254, the valve of this portion is moved from the seated position to the open position to permit fluid under pressure supplied from the auxiliary reservoir I? by way of the pipe I36 to flow to the'control pipe 6 and increase the pressure of the fluid therein. On an increase in the pressure of the fluid in the control pipe ii, fluid under pressure flows therefrom to the double check valve i9 and moves the valve element 428 to its upper seated position, as shown in Fig. 1

of the drawing, so that fluid under pressure may flow from the pipe 6 to the passage and pipe 70 leading to the chamber 69 at the face of the piston 65 of the relay valve device 16.

On an increase in the pressure of the fluid in the chamber 69, the piston 65 is moved to the right, as viewed in Fig. l or" the drawing, and on initial movement of the piston the floating lever III! pivots about its lower end, which engages the plunger 84 associated with the supply valve means 72, which at this time is held in the seated position by the springs associated therewith. On this movement of the lever MG, force is exerted through the plunger 54 to move the valve H18 relative to the valve member 38 until the valve I06 seats on the valve member, and upon further movement of the piston 65 and the plunger Hill to the right, the valve member 83 is moved relative to the body of the relay valve device until the seat on the head 92 engages the seating face 93 surrounding the passage which is open to the chamber 95.

Upon further movement of the piston 65 to the right, the floating lever i i ll pivots about its upper end, which engages a surface on the plunger I04, which plunger cannot move further at this time as the valves I50 and d2 are in their seated positions. On this movement of the lever Ht, force is exerted through the plunger 84 to move the valve 85 against the spring 82 away from the seat on the valve piston 76 to thereby open a passage through which fluid under pressure may flow at a relatively rapid rate from the chamber I1 at the spring side of the valve piston at through the bore in the valve piston iii to the chamber 65. When vthe valve 8! is unseated fluid under pressure can flow from the chamber TI to the chamber 86 at a substantially more rapid rate than fluid can be supplied through the choke iii to the chamber Ti, and, accordingly, there is a rapid reduction in 'the pressure of the fluid in the chamber TI as soon as the valve Si is moved to the open position. On this reduction in the pressure of the fluid in the chamber TI, the higher pressure of the fluid in the chamber is operating upon the face of the valve piston it outwardly of the seat engaged by this valve piston moves the valve piston against the spring "E9 to open a relatively large communication through which fluid under pressure supplied from the supply pipe 5 to the cham- 'ber I4 may flow to the chamber 68, and thence by Way of the pipe 68 to the brake cylinder 20 to increase the pressure of the fluid in the brake cylinder and thereby effect an application of the brakes.

After movement of the valve piston I6 away from its seat, fluid under pressure will flow through the choke E8 to increase the pressure of the fluid in the chamber 7 I to the pressure present in the chamber I4. However, at this time the end of the plunger 84 engages the face of the valve piston I6 and prevents the spring "F9 from moving the valve piston to the seated position.

On an increase in the pressure of the fluid in the control pipe 6 there is a corresponding increase in the pressure of the fluid in the chamber oi the pneumatic switch device IE3 at the face of the diaphragm therein, and when the pressure of the fluid in the control pipe 6 has increased substantially to the pressure to which fluid is supplied by operation of the engineers brake valve i to the pipe Ea, the diaphragm of the pneumatic switch device it will be moved to an intermediate or lap position in which neither of the movable contacts associated therewith is in engagement with a stationary contact with the result that electric current is not supplied to the windings of either the release or application portions of the magnet valve device I2.

When the supply of current to the winding of the application portion I34 is cut off, the valve of this portion is moved from the open position to the closed position to cut off the supply of fluid under pressure from the pipe I36 to the control pipe 5, while, as the winding of the release portion of the magnet valve device I 2 remains deenergized, the valve of this portion remains in the seated position to prevent the release of fluid under pressure from the flow pipe 6.

On the supply of fluid under pressure to the control pipe 5, fluid flows therefrom through the double check valve I9 and the passage and pipe Ill to increase the pressure of the fluid in. the chamber 69 of the relay valve device I6 substan tially to the pressure present in the control pipe 6.

On the supply of fluid from the auxiliary reservoir IT to the control pipe 6 by operation of the magnet valve device I2 there is a reduction in the pressure of the fluid in the auxiliary reesrvoir H, and on this reduction in the pressure of the fluid in. the auxiliary reservoir, fluid under pressure flows from the brake pipe 8 and the branch pipe 21 through the feed grooves in the service valve device 55 to the valve chamber of this valve device, and thence by way of the pipe I36 to the auxiliary reservoir I! to restore the pressure of the fluid in this reservoir to the pressure present in the brake pipe 8.

On the supply of fluid under pressure by operation of the supply valve means I2 of the relay valve device E6 to the chamber 66 of this valve device, and to the brake cylinder 23, there is an increase in the pressure of the fluid in the chamber 66, and a similar increase in the force exerted by this fluid under pressure upon the piston 65 in opposition to the force exerted by the fluid in the chamber 69.

When the pressure of the fluid in the brake cylinder 20 and in the chamber 66 is increased substantially to or slightly above the pressure present in the chamber 69 and the control pipe 6, the fluid in the chamber 66 will move the piston 65 against the opposing force of the fluid in the chamber 69, and on this movement of the piston 65, the floating lever I II) will pivot about its upper end, movement of which is resisted by the spring I06, while the lower end of this lever is moved toward the stop screw I I4 with the result that the spring 82 is able to move the valve 8| to its seat on the valve piston I6, while the spring I9 is able to move the valve piston I6 towards its seat. When the piston 65 has been returned a part of the distance to the release position in which it is shown in Fig. 1 of the drawing, the spring I9 will be able to move the valve piston I6 to the seated position to cut off the further supply of fluid under pressure from the supply pipe 5 to the valve chamber 66 and to the brake cylinder 28, while the spring 82 will hold the valve 8| in the seated position to thereby cut off communication between the chambers 11 and 66.

It will be seen that on a straight air service application of the brakes, the engineers brake valve supplies fluid under pressure to the pneumatic switch device I which thereupon controls the magnet valve device I2 to cause it to'supply fluid under pressure to the control pipe 6 to increase the pressure of the fluid in the control pipe 6 substantially to the pressure supplied by the engineers brake valve I to the pneumatic switch device I0. Likewise, on an increase in the pressure of the fluid in the control pipe 6, the relay valve device I6 operates to supply fluid under pressure to the brake cylinder 20 to increase the pressure present therein substantially to the pressure present in the control pipe 6.

In order toefiect a release of the brakes following a straight air application, the handle of the engineers brake valve I is returned to the release position in which the sup-ply of fluid under pressure to the pipe 6a is cut off, and in which fluid under pressure is released from the pipe 6a, while the supply of fluid under pressure to the brake pipe 8 is maintained.

Upon the release of fluid under pressure from the pipe 6a, the higher pressure of the fluid in the control pipe 6 moves the diaphragm of the pneumatic switch device I0 to a position in which the supply of current from the battery I26 to the Wire I32 leading to the application portion of the magnet valve device I2 is cut off, and in which a circuit is established from the battery I26 to the wire I28 leading to the winding of the release portion I30 of the magnet valve device I2. Upon energization of the winding of the release portion, the valve associated with this portion is moved to the open position to release fluid under pressure from the control pipe 6, while at this time, as the winding of the application portion I34 is not energized, the valve of this portion is held in the seated position to prevent the supply of fluid under pressure from the auxiliary reservoir I1 and the pipe I36 to the control pipe 6.

Upon the release of fluid under pressure from the control pipe 6, fluid under pressure flows to this pipe from the chamber 69 at the face of the piston 65 of the relay valve device I6, thereby reducing the pressure of the fluid present in the chamber 69.

On this reduction in the pressure of the fluid in the chamber 69, the higher pressure of the fluid present in the chamber 66 at the opposite face of the piston 65 moves the piston to the left into engagement with a stop I40 formed on the cover of the chamber 69. On this movement of the piston 65, the lower end of the floating lever H0 is in engagement with the adjustable stop II 4 so that the lever H0 is pivoted about the pin II2 with the result that the upper end of the lever is moved to the left, as viewed in Fig. 1

of the drawing. Upon initial movement of the floating lever IIO, the plunger I04 is moved against the spring I06, while the valve I00 is moved relative to the valve element 88 with the result that the head of the valve I00 is moved away from the seat on the valve member 88, thereby permitting fluid under pressure to flow from the chamber 66 to the bore in which the stem of the valve I 00 is mounted, and thence to the chamber 90 at the face of the head 89. On an increase in the pressure of the fluid in the chamber 90, force is exerted upon the head 89 of the valve member 88 to substantially offset the opposing force of the fluid under pressure in the chamber 66 operating upon the head 92. Upon further movement of the plunger I04 to the left, the nuts I02 on the end of the stem of the valve I00 engage the face of the head 89 so that the valve member 88 is moved to a position in which the head 92 no longer engages the seating face 93, and fluid under pressure may thereupon flow from the valve chamber 66 to the chamber 95, and thence to the atmosphere through the passage 96, while upon this reduction in the pressure of the fluid in the chamber 66 fluid under pressure flows to this chamber from the brake cylinder 20, thereby reducing the pressure of the fluid present in the brake cylinder.

Upon the release of fluid under pressure from the control pipe 6 by operation of the magnet valve device I2, there is a reduction in the force exerted by the fluid under pressure in the control pipe upon the diaphragm of the pneumatic switch device I0. The diaphragm of this switch device, however, is arranged so that when the control pipe 6 is reduced to atmospheric pressure, the diaphragm will be biased by means associated therewith to a position to maintain the movable contact associated therewith in engagement with the stationary contact to ,which is connected the wire leading to the winding of the release portion I30 of the magnet valve device IIZ. Accordingly, the winding of this portion of the magnet valve device will remain energized, and the valve of this portion will re main in the open position to connect the control pipe 6 to the atmosphere.

As the control pipe 6 is reduced to atmospheric pressure, the chamber 69 at the face of this piston 65 of the relay valve device I6 is similarly reduced to atmospheric pressure.

When the pressure of the field in the brake cylinder 20, and in the chamber 66 of the relay valve device I6 is reduced substantially to atmospheric pressure, the force exerted thereby upon the piston 65 is negligible, and the spring I06 will expand and will move the plunger I 04 and the upper end of the floating lever III] to the right, as viewed in Fig. 1 of the drawing, thereby moving the valve I00 towards the seated position, while the piston 65 will be moved away from the stop I40. The spring I06 is of such length, however, that it cannot move the plunger I04 far enough to move the valve member 88 to a position in which the head 92 engages the seating face 93. Accordingly, the valve member 88 will remain in the open position and permit fluid under pressure to flow from the brake cylinder 20 and the chamber 66 to the atmosphere and reduce these to atmospheric pressure.

This brake equipment incorporates means to effect an automatic service application of the brakes if desired. This means of effecting an application of the brakes is intended to be employed only where the means for effecting a straight air service application of the brakes is inoperative.

In order to effect an automatic service application of the brakes, the handle of the engineers brake valve I is turned through the straight air service application zone to the automatic service application position. In this position fluid under pressure is supplied to the pipe 601. at the maximum pressure which the engineers brake valve is capable of supplying. If the equipment is in the proper working condition, the pneumatic switch device It will efiect operation of the magnet valve device 42 to supply fluid under pressure from the auxiliary reservoir I! to the control pipe 6 to increase the pressure of the fluid in the control pipe '6 to the pressure present in the pipe Ba, while on this increase in the pressure of the fluid in the control pipe 6, the relay valve device It will operate, as described in detail above, to supply fluid under pressure to the brake cylinder 20.

In addition, in this position of the handle of the engineers brake valve i, fluid under pressure is no longer supplied to the brake pipe 8, while fluid under pressure is released from the brake pipe 8 to reduce the pressure of the fluid present therein at a service rate. On a reduction in the pressure of the fluid in the brake pipe 8 at a service rate, there is a corresponding reduction in the pressure of the fluid present in the chamber 26 at the face of the piston 25 of the emergency valve device Id, and on this reduction in the pressure of the fluid in the chamber 25, the higher pressure of the fluid present in the valve chamber 3!] moves the piston 25 to the right.

On this movement of thepiston 25, the auxiliary slide valve 35 ismoved relative to the main slide valve 34 so that a port hi2 through the auxiliary slide valve 35 is in alignment with a port I44 through the main slide valve 34, which in this position of the main slide valve 34 is in registration with an atmospheric port I46. On movement of the auxiliary slide valve 35 to this position, fluid under pressure is released from-the valve chamber 35! and the pressure chamber 32 through the ports M2 and Hit and the atmospheric port I 65 to reduce the pressure of the fluid present in the valve chamber 35 and the pressure chamber 32 substantially as rapidly as brake pipe pressure and the pressure of the fluid in the chamber 26 is reduced during a reduction in brake pipe pressure at a service rate.

As the pressure of the fluid in the valve chamber 30 is reduced substantially as rapidly as brake pipe pressure is reduced, the piston 25 will not be moved farther towards the application position, and will not move the main slide valve 34 on its seat.

On this reduction in brake pipe pressure at a service rate, there is a corresponding reduction in the pressure of the fluid in the chamber at the face of the piston of the service valve device I5, and the piston of this valve device is moved from the release position to its application position in which fluid under pressure can no longer flow from the brake pipe to the valve chamber, and thence by way of the pipe I35 to the auxiliary reservoir 11, while the supply of fluid under pressure from the brake pipe to the emergency reservoir I8 is also cut off.

On movement of the piston of the service valve device I5 to its application position, fluid under pressure is supplied from the auxiliary reservoir I! tothe pipe I22 leading to the double check valve I9, and on a supply of fluid under pressure to the pipe I22, the valve element I2!) may be moved away from the sealing gasket surrounding the end of the pipe I22 so that fluid under pressure may flow from the pipe I22 to the pipe I leading to the chamber 69 of the relay valve device Ifi. As will be understood the valve element I20 of the double check valve I9 is subject to the opposing pressures of the fluid in the control pipe 6, and of the fluid in the pipe I22, and the position occupied by this valve element is dependent upon the relative pressures in these pipes. If the pressure of the fluid in the pipe I22 exceeds the pressure in the control pipe ii, the valve element I20 will be moved to a position to permit fluid under pressure to flow from the pipe I22 to the chamber 69.

The service valve device IE will continue to supply fluid under pressure from the auxiliary reservoir I I to the pipe I22 leading to the relay valve device I6 until the pressure of the fluid in the chamber I! has been reduced to the pressure present in the brake pipe 8, or slightly below that pressure, and when the pressure in the auxiliary reservoir I! has been reduced to this valve, the piston of the service valve device I will move from the application position to the lap position in which the supply of fluid under pressure from the auxiliary reservoir to the pipe I22 is cut off.

Upon the supply of fluid under pressure to the chamber 69 by operation of the magnet valve device I2 or the service valve device i5 during an automatic service application of the brakes, the relay valve device It operates in the manner described in detail above to supply fluid under pressure to the brake cylinder 26 to increase the pressure of the fluid in the brake cylinder substantially to the pressure present in the chamber 69.

When the desired degree of brake pipe reduction has been secured, the handle of the engineers brake valve is turned from the automatic service application position to a lap position in which fluid under pressure is no longer vented from the brake pipe 8, and in which fluid under pressure is not supplied to the brake pipe 8. The service valve device I5 will continue to supply fluid under pressure from the auxiliary reservoir H to the pipe I22 leading to the relay valve device I6 until the pressure of the fluid in the auxiliary reservoir I1 is reduced substantially to the pressure at which the brake pipe is reduced, and the service valve device I5 will thereupon operate to cut off the further supply of fluid under pressure to the pipe I22.

In order to release the brakes following an automatic service application of the brakes, the handle of the engineers brake valve is turned to the release position in which fluid under pressure is again supplied to the brake pipe 8, and on this increase in the pressure of the fluid in the brake pipe, fluid under pressure flows therefrom by way of the branch pipe 21 to the chamber 26 at the face of the piston 25 of the emergency valve de vice I4, and moves this piston to the release position in which it is shown in Fig. 1 of the drawing, while fluid under pressure flows through the restricted port I38 to the passage 3|, and thence to the valve chamber 30 and to the pressure chamber 32 to charge these chambers to the pressure present in the brake pipe.

In addition fluid under pressure flows from, the brake pipe 8 to the service valve device I5 and moves the piston of this valve device to the release position in which the pipe' I22is connected to atmosphere, while fluid'under. pressure flows through the feed grooves around the piston to the auxiliary reservoir I1 and to the emergency reservoir I8 to recharge these reservoirs.

On the release of fluid under pressure from the pipe I22 by the service valve device I5, fluid under pressure flows thereto from the chamber 69 of the relay valve device I6, and on the reduction in the pressure of the fluid in this chamber, the relay valve device I6 operates as described in'detail above to release fluid under pressure from the brake cylinder 20.

In the release position of the engineers brake valve I, the pipe 6a is. connected to atmosphere, While the pneumatic switch device I!) operates as described in detail above to control the relay valve device I2, if this part of the equipment is functioning at this time.

The brake equipment incorporates means to effect an automatic emergency application by operation of the engineers' brake valve I, or in the 'event of a sudden reduction in brake pipe pressure produced by any other means.

In order to effect an automatic emergency application of the brakes, the handle of the engineers brake valve I is turned to the emergency application'position in which fluid under pressure is supplied to the pipe 6a at the maximum pressure which the engineers brake valve is capable of supplying, while fluid under pressure is released from the brake pipe 8 at a rapid or emergency rate.

On the supply of fluid under pressure to the pipe 6a, the pneumatic switch device I0 operates as described in detail above to cause the magnet valve device I2 to supply fluid under pressure to the control pipe 6, thereby supplying fluid under pressure to the relay valve device I6 tocondition it to supply fluid to the brake cylinder 20.

On a sudden reduction in brake pipe pressure there is a corresponding reduction in the pressure of the fluid in the chamber at the face of the piston of theservice valve device l5, and this piston is moved to the application position in which the supply of fluid under pressure to the auxiliary and emergency reservoirs is cut off, while fluid under pressure is supplied from the auxiliary reservoir I! to the pipe I22 leading to the double check valve I9 and the relay valve device I6.

In addition, upon this sudden emergency reduction in brake pipe pressure there is a corresponding rapid reduction in the chamber 26 of the emergency valve device I4, and the higher pressure of the'fluid in the valve chamber 30 moves the piston 25 to the right, as viewed in Fig. 1 of the drawing, while the-auxiliary slide valve is moved relative to the main'slide'valve 34 to bring the port I42 through the auxiliary slide valve into registration with the port I44 through the main slide valve 34.

On a reduction in brake pipe pressure at an emergency rate, the pressure of the fluid in the chamber 26 is reduced more rapidly than the pressure of the fluid in the valve chamber 30 can reduce by flow through the ports I42 and I44, and as a result the piston 25 is moved farther to the right, and moves the auxiliary slide valve 35 relative tothe main slide valve to a position in which the auxiliary slide valve 35 uncovers a port I through the main slide valve 34, which in this position of the main slide valve is in registration with the passage '48 leading to the chamber 46. As a result fluid under pressure from the valve chamber '30 flows through the port I50 to the passage 48, and thence to the chamber 46 at the face of the vent valvepiston On the supply of fluid under pressure to the chamber 46, force is exerted upon the piston 45 to move it to the right, as viewed in Fig. 1 of the drawing, while the piston is moved into engagement with the seat rib on the gasket to prevent flow of fluid around the periphery of the piston to the atmospheric passage 52. On this movement of the piston 45, force is exerted through the stem 56 to move the vent valve 58 against the spring 62 away from the seat rib 63 to thereby open a large communication through which fluid under pressure may be released from the brake pipe 8 by Way of the branch pipe 21, the chamber 26, the passage and the chamber 59 to the atmospheric passage 52.

Upon the rapid reduction in brake pipe pressure which occurs when the vent valve 58 is opened, the higher pressure of the fluid then present in the valve chamber 38 moves the piston 35 further to the right, thereby moving it to a position in which the restricted port I38 no longer establishes communication between the valve chamber 38 and the chamber 26, while the main slide valve 34 is moved upon its seat to a position in which the end of the passage 48 is uncovered with the result that fluid under pressure may thereafter flow directly from the valve chamber 38 to the passage 48, and thence to the chamber 46 at the face of the vent valve piston 45.

In addition upon this movement of the main slide valve 34, a cavity I52 in the main slide valve establishes communication between a branch of the passage 40 leading from the emergency reservoir I8, and a passage I22 to which is connected a branch of the pipe I22 leading to the double check valve I9 and the relay valve device I6. Accordingly, fluid under pressure flows from the emergency reservoir I8 through the cavity I52 to the pipe I22, and thence to the relay valve device I 6,

Fluid under pressure supplied to the chamber 46 flows therefrom at a restricted rate through the passage 53 through the piston 45 andgradually reduces the pressure of the fluid in the valve chamber 30 and the pressure chamber 32. When the pressure of the fluid in the chamber 46 has been reduced to a predetermined relatively low value, the force exerted thereby upon the piston 45 is insufficient to maintain the vent valve 58 in the open positionagainst the spring 62, and the spring 62 thereupon moves the vent valve 58 into engagement with the seat rib 63, while the piston 45 is moved to a positioninwhich the groove 50 extends around the piston with the result that any fluid under pressure remaining in the pressure chamber 32 and the valve chamber 30, or the chamber 46,,may escape to the atmosphere through the groove 58 and the atmospheric passage 52. However, before the piston 45 is moved to this position by the spring 62, the vent valve 58 will have been in the open position long enough to permit the pressure of the fluid in the brake pipe 8 to reduce to atmospheric pressure or to a relatively low value.

On the supply of fluid under pressure to the chamber 69 of the relay valve device I6 by the magnet valve'device I2, the service valve device I5, and the emergency-valve device I4; the relay valve device I6 operates as described in detail above to supply fluid under pressure to the brake cylinder 20 and thus effect an application of the brakes.

In order to release the brakes following an automatic emergency application, the handle of the engineers brake valve I is returned to the release position in which the pipe 6a is connected to the atmosphere, and in which fluid under pressure is supplied to the brake pipe 8 at the pressure supplied by the feed valve device 4.

On the release of fluid under pressure from the pipe 6a, the pneumatic switch device I0 operates, as described in detail above, to interrupt the circuit to the winding of the application portion I34 of the magnet valve device I2, if the circuit to this winding is not already interrupted, While the pneumatic switch device 50 also operates to establish a circuit from the battery I26 to the winding of the release portion I30 of the magnet valve device I2 to thereby effect operation of the release portion I30 to connect the control pipe 6 to the atmosphere.

On the release of fluid under pressure from the control pipe 6, the fluid at the higher pressure present in the pipe I22, to which fluid under pressure is supplied at this time from the auxiliary reservoir I1 by the service valve device I5, and from the emergency reservoir I8 by the emergency valve device I4, moves the valve element I20 to its lower seated position with the result that fluid under pressure cannot flow from the chamber 69 to the control pipe 6 on a reduction in the pressure of the fluid in the control pipe 6.

On the supply of fluid under pressure to the brake pipe 8 as a result of movement of the handle of the engineers brake valve I to the release position, there is an increase in the pressure of the fluid in the brake pipe, and fluid under pressure flows therefrom by way of the branch pipe 21 to the chamber 26 at the face of the piston 25 of the emergency valve device I4, and moves this piston to its release position, while the auxiliary slide valve 35 is moved relative to the main slide valve 34 to lap the ports I44 and I50. In addition, the main slide valve 34 is moved upon its seat to a position in which the cavity I52 therein no longer establishes communication. between the passage 40 leading from the emergency reservoir I8, and the passage I22 to which is connected a branch of the pipe I22 leading to the double check valve device I9.

On an increase in the pressure of the fluid in the brake pipe 8 to a pressure slightly higher than that present in the auxiliary reservoir I1, the piston of the service valve device I5 is moved to the release position in which the slide valves controlled thereby operate to release fluid under pressure from the pipe I22 to the atmosphere, while communications are opened through which fluid under pressure supplied to the branch pipe 21 may flow around the piston and thence to the auxiliary reservoir I1 and to the emergency reservoir I8 to recharge these reservoirs.

On the release of fluid under pressure from the pipe I22 by operation of the service valve device I5, fluid under pressure flows to the pipe I22 and thence to the atmosphere from the chamber 69 of the relay valve device I6, and on the reduction in the pressure of the fluid in the chamber 69, the relay valve device I6 operates, as described in detail above, to release fluid under pressure from the brake cylinder 20, and thereby effect the release of the brakes on the locomotive.

The apparatus and the operation thereof as so far described is substantially the same as that of the hereinbefore mentioned application Serial No. 741,063 of Ellis E Hewitt, and now the construction and operation of my invention will be described.

Upon an emergency application of the brakes a high degree of braking effect is developed, and the locomotive is retarded at a rapid rate. Because of the rapid reduction in the speed of the locomotive, the force of inertia acting upon the water in the boiler of the locomotive may cause the water to move forward in the boiler and leave the crown sheet uncovered. If this condition arises, and if the furnace for the locomotive boiler continues to be supplied with fuel at a rapid rate, the crown sheet may be overheated and seriously damaged. Accordingly, the fuel control system provided by this invention is arranged so that upon an emergency application of the brakes it will operate automatically to reduce to a predetermined relatively slow rate the supply of fuel to the furnace of the locomotive boiler to thereby prevent overheating and possible injury to the crown sheet of the boiler.

The fuel control system provided by this in vention includes a pipe I55 through which fluid fuel under pressure may be supplied by fuel feeding means indicated diagrammatically at I56 to the burner I51 in the fire box of a locomotive boiler, a portion of which is shown diagrammatically in broken lines in the drawing. Any suitable fuel feeding means I56 for supplying fluid fuel to the pipe I55 may be employed, and one form of means which may be employed is shown in U. S. Patent No. 1,295,077, issued February 18, 1919 to S. G. Down and myself, and in our Reissue Patent No. 15,942, issued November 11, 1924.

The control system provided by this invention includes a control valve device I60 which controls the supply of fuel from the pipe I55 to the burner I51. The control valve device I60 comprises a body having a bore therein in which is mounted a plunger I6I. The pipe I55 is connected to a passage in the body of the valve device I60 which is open to the end of the bore in which the plunger [6| is mounted, while a pipe I62 leading to the burner I51 is connected to an annular groove or channel I64 surrounding the bore in which the plunger I6I is mounted. The plunger I6I has a port I65 therein, one end of which is open to the passage to which the pipe I55 is connected, while the other end of the port I65 is adapted to register with the groove or channel I64.

The control valve device I60 includes a movable abutment in the form of a diaphragm I61, one face of which is engaged by the head of the plunger I6I, while the other face of the diaphragm is subject to the pressure of the fluid in a chamber I68. A member I69 is mounted in the chamber I68 and engages stops formed on the cover section I10 to limit downward movement of the diaphragm I61.

A coil spring I12 is mounted on the plunger I6I and extends between the head of the plunger IEI and a shoulder on the body of the control device, and yieldingly presses the plunger I6! and the diaphragm I61 downwardly until the member I69 engages the stops on the cover I10. When the plunger I6I is in this position, the port I65 therein is in full registration with the annular groove or channel I64 so that fuel may flow from the pipe I 55 through the port I65, and thence to the pipe I62 leading to the burner I51 at a rate equal to the'full flow capacity of the port I65.

The chamber I68 at the face of the diaphragm I61 is constantly connected by way of a pipe and passage I15 with a port in the seat of the main slide valve 34 of the emergency valve device I4.

When the main slide valve 34 of the emergency valve device I4 is in its release position, as shown in Fig. 1 of the drawing, a branch of the port I44 in the main slide valve 34 is in registration with the port to which the pipe I15 is connected with the result that the pipe I15 and the chamber I68 are connected to the atmospheric port I46.

When the main slide valve 34 of the valve device I4 is moved to its application position on an emergency application of the brakes, the cavity I52 therein establishes communication between the passage 46, which is connected to the emergency reservoir I8, and the passage I15 with the result that fluid under pressure flows from the emergency reservoir I8 to the passage and pipe I15, and thence to the chamber I68 at the face of the diaphragm I61 of the control valve device I60.

On an increase in the pressure of the fluid in the chamber I68, force is exerted upon the diaphragm I61 and moves the diaphragm and the stem I6I upwardly against the opposing force of the spring I12 until the end of the plunger I6I engages a shoulder at the upper end of the bore in which the plunger is mounted. When the plunger I6I is moved to this position, the lower end to the port I65 in the plunger 'I6I is moved partially out of registration with the annular groove or channel I 64,'thereby restricting the rate of flow of fluid from the port I65 to the annular groove or channel I64 and thence by way of the pipe I62 to the burner I51.

The various parts of the control valve device I66 are arranged and proportioned so that when the upper end of the plunger is in engagement with the shoulder on the body of the control valve device, fuel may flow from the port I65 to the annular groove or channel I64, and thence to the burner I 51 at a restricted rate only suflicient to maintain the fire in the burner I51. This rate is such that there is no danger that the crown sheet of the boiler will be overheated or injured, even if the crown sheet is not covered with Water at this time.

On the release of the brakes following an emergency application, the main slide valve 34 of the emergency valve device I4 is returned to the release position in which a branch of the port I44 therein establishes communication between the passage I15 and the atmospheric passage I46 with the result that the fluid in the chamber I 68 of the control valve device I66 is reduced to atmospheric pressure, while the spring I12 moves the plunger I6! and the diaphragm downwardly until the member I69 engages the stops on the cover I10. On this movement of the plunger I6I the lower end of the port I65 is brought into 1complete or full registration with the annular groove or channel I64 to thereby permit fluid fuel to be supplied to the burner I51 at the rate at which fuel is supplied by the fuel feeding means I56 to the pipe I55.

It will be seen that the fuel control system shown in Fig. 1 of the drawing is arranged so that on an emergency application of the brakes, the rate of supply of fluid fuel to the burner of furnace of the locomotive boiler is automatically reduced to a predetermined low rate which is sufficient to maintain a fire in the burner, but which is such that no injury or overheating of the crown sheet of the boiler will result even though the crown sheet is not covered with water at this time, which may be the case because of the relatively high rate of retardation of the locomotive which is effected during an emergency application of the brakes.

A modified form of fuel control system provided by this invention is shown in Fig. 2 of the drawing. This control system is also responsive to operation of the locomotive brake equipment and operates on a predetermined relatively heavy application of the brakes, either a service or an emergency application, to reduce the rate of supply cf fuel to the burner of the furnace of the locomotive boiler.

As shown in Fig. 2 of the drawing, there is a control valve device I601; which is similar in construction to the control valve device shown in Fig. 1 of the drawing, and which operates to regulate the rate of flow of fuel through the pipe through which fuel is supplied to the burner in the furnace of the locomotive boiler. The chamber at the face of the diaphragm of the control valve device is I665 is connected to the pipe 16a leading to the chamber at the face of the piston of the relay valve device I6a, which corresponds to the relay valve device I6 of the system shown in Fig. 1 of the drawing. The chamber at the face of the diaphragm of the control valve device I66a, therefore, will be supplied with fluid under pressure at the pressure at which fluid is supplied to the relay valve device Ilia, while the relay valve device [6a operates to effect applications of the brakes which vary in degree in accordance with the pressure of the fluid supplied thereto. The spring and the other portions of the control valve device I60aare arranged and proportioned so that on a predetermined increase in the pressure of the fluid supplied to the pipe a, the control valve device. I6Ila will operate to reduce the supply of fuel to the burner of the locomotive boilerto a predetermined relatively slow rate which is just sufficient to maintain. the fire in the burner. The predetermined pressure in the pipe 16a which is sufficient to cause this operation of the control valve device lBIla; is preferably somewhat less than that which will produce an application of the brakes in a degree which will cause retardation of the locomotive to produce movement of the water of the boiler of the locomotive sufficient to cause the crown sheet of the boiler to be uncovered. Accordingly, the fuel control system provided by this embodiment of the invention will operate to restrict the rate of supply of fuel to the furnace before the crown sheet of the boiler is uncovered. This will insure that the crown sheet will be protected, and will not be overheated or damaged.

' On the release of the brakes, fluid under pressure is released from the pipe main the manner described in detail above, and on the reduction in thepressure' of the fluid in this pipe, the control valve device IBM is operated to again permit a rapid flow of fluid fuel to the pipe leading to the burner of the furnace of the locomotive boiler.

While the two embodiments of the improved fuel control system provided by this invention have been illustrated and describedin detail, and while the fuel control system has been described in connection with one form of brake equipment adapted for use on high speed locomotives, it is to be understood the invention is not limited to these details of construction, nor is it limited to employment in the particular form of brake equipment shown and described, but that numerous changes and modifications may be made without departing from the scope of the following claims.

Having now described my invention, what I claim as new and desire to secure by Letters Patent, is:

1. In a fuel supply system for the furnace of the boiler of a locomotive, fuel feeding means for supplying fuel to said furnace, braking means for the locomotive, and means responsive to operation of the brake equipment to produce a heavy application of the brakes on the locomotive to reduce the sup-ply of fuel to the furnace by said fuel feeding means to a predetermined relatively slow rate.

2. In a fuel supply system for the furnace of the boiler of a locomotive, fuel feeding means for supplying fuel to said furnace, braking means for the locomotive, and means operable on an emergency application of the brakes by said braking means to reduce the supply of fuel to the furnace by said fuel feeding means to a predetermined relatively slow rate.

3. In a fuel supply system for the furnace of the boiler of a locomotive, fuel feeding means for supplying fuel to said furnace, braking means for the locomotive comprising a brake pipe and valve means subject to and operated on a reduction in brake pipe pressure to effect an application of the brakes, and means controlled by said valve means for controlling the rate of supply of fuel to the furnace by said fuel feeding means.

4. In a fuel supply system for the furnace of the boiler of a locomotive, fuel feeding means for supplying fuel to said furnace, braking means for the locomotive comprising a brake pipe and valve means subject to and operated on a reduction in brake pipe pressure to effect an application of the brakes, and means controlled by said valve means for controlling the rate of supply of fuel to the furnace by said fuel feeding means, said means being operable to limit the supply of fuel to said furnace to a predetermined relatively slow rate on operation of said valve device to effect an emergency application of the brakes.

5. In a fuel supply system for the furnace of the boiler of a locomotive, fuel feeding means for supplying fuel to said furnace, braking means for the locomotive comprising a brake pipe and valve means subject to and operated on a reduction in brake pipe pressure to effect an application of the brakes, and means responsive to the pressure of the fluid in a chamber for controlling the rate of supply of fuel to the furnace by said fuel feeding means, said valve means controlling the supply and release of fluid under pressure to and from said chamber.

6. In a fuel supply system for the furnace of the boiler of a locomotive, fuel feeding means for supplying fuel to said furnace, braking means for the locomotive comprising a brake pipe and valve means subject to and operated on a reduction in brake pipe pressure to effect an application of the brakes, means subject to and operated on an increase in the pressure of the fluid in a chamber to limit the supply of fuel to said furnace by said fuel feeding means to a predetermined relatively slow rate, said valve means being operable to supply fluid under pressure to said chamber on operation of said valve means to effect an emergency application of the brakes.

' '7. In a'fuel supply system forthe furnace of the boiler of a locomotive, fuel feeding means for supplying fuel 'to 'said furnace, braking means for the locomotive comprising a brake pipe and valve means operable upon a reduction in brake pipe pressure at an emergency rate to effect an emergency application of the brakes, and means controlled by said valve means for controlling the rate of supply of fuel to the furnace by said fuel feeding means.

8. In a' fuel supply system for the furnace of the boiler of a locomotive, fuel feeding means for supplying fuel to said furnace, braking means for the locomotive comprising brake application means operative on the supply of fluid under pressure to effect an application of the brakes on the locomotive, and means responsive to the pressure of the fluid supplied to said application means for limiting the supply of fuel to said furnace by said fuel feeding means.

9. In a fuel supply system for the furnace of the boiler of a locomotive, fuel feeding means for supplying fuel to said furnace, braking means for the locomotive comprising brake application means operative on the supply of fluid under pressure to effect an application of the brakes on the locomotive, and means subject to and operated on a predetermined increase in the pressure of the fluid supplied to said brake applica tion means to limit the supply of fuel to said furnace by said fuel feeding means to a pre determined relatively slow rate.

10. In a fuel supply system for the furnace of the boiler of a locomotive, fuel feeding means for supplying fuel to a communication through which fuel may be supplied to said furnace, braking means for the locomotive comprising brake application means subject to and operated on an increase in the pressure of the fluid in a chamber to effect an application of the brakes, and means subject to and operated on an increase in the pressure of the fluid in said chamber for limiting the rate of flow of fuel through said communication.

11. In a fuel supply system for the furnace of a locomotive boiler, fuel feeding means for supplying fuel to said furnace, control means subject to the pressure of the fluid in a chamber for controlling the rate of supply of fuel to said furnace, and braking means for the locomotive, said braking means controlling the supply of fluid under pressure to and the release of fluid under pressure from said chamber.

12. In a fuel supply system for a burner for heating a locomotive boiler of the type having a fire box at the rear thereof, said fire box having a crown sheet the upper face of which is normally covered by the water in the boiler and the lower face of which is exposed to the fire in the fire box, the water in said boiler being moved by inertia relative to said boiler on a reduction in the speed of the locomotive due to application of the brakes to a predetermined degree and thereby uncovering the crown sheet, the fuel supply system comprising means for supplying fuel to a communication leading to said burner,

braking means for the locomotive, and means operative when said braking means has operated to effect an application of the brakes to a degree less than said predetermined degree to limit the rate of flow of fuel through said communication.

CARLTON D. STEWART. 

